Abstract:

A system and method to control delivery of driving force generated from
multiple energy sources to a drive train of a vehicle in motion. In one
embodiment, the method includes checking whether the vehicle is in one of
a first fuel mode, a second fuel mode, and a third fuel mode, wherein
when the vehicle is in the first fuel mode, a first type of fuel is
provided to an internal combustion engine, when the vehicle is in the
second fuel mode, a second type of fuel is provided to the internal
combustion engine, and when the vehicle is in the third fuel mode, no
fuel is provided to the internal combustion engine but the drive train is
powered by electricity, displaying the status of the current driving mode
on a display, receiving a commanding signal for a change of the driving
mode, when the change requires a shifting between the first fuel mode and
the second fuel mode, and activating a first and a second electric motors
to be able to drive the drive train.

Claims:

1. A vehicle power train, comprising:(a) a drive train configured to drive
two front wheels and two rear wheels of a vehicle;(b) a first electric
motor engaged with said drive train for compensation for torque
interruption;(c) a second electric motor engaged with said drive train
through a rear differential for driving the two rear wheels;(d) an
electric energy source electrically coupled to said first and second
electric motors;(e) an internal combustion engine adapted to provide
driving force;(f) a first fuel tank storing a first type of fuel and in
fluid communication with the internal combustion engine to provide the
first type of fuel to the internal combustion engine during operation;(g)
a second fuel tank storing a second type of fuel and in fluid
communication with the internal combustion engine to provide the second
type of fuel to the internal combustion engine during operation; and(h) a
control system configured to permit, in operation, when the first type of
fuel is provided to the internal combustion engine through a first type
of injector in a first fuel mode, no second type of fuel is provided to
the internal combustion engine, and when the second type of fuel is
provided to the internal combustion engine through a second type of
injector in a second fuel mode, no first type of fuel is provided to the
internal combustion engine, wherein the control system is further
configured to put the first and second electric motors in action when the
internal combustion engine is shifting between the first fuel mode and
the second fuel mode.

2. The vehicle power train of claim 1, wherein the first type of fuel and
the second type of fuel are different.

3. The vehicle power train of claim 2, wherein the first type of fuel is
compressed natural gas.

4. The vehicle power train of claim 3, wherein the second type of fuel is
gasoline.

5. A vehicle having the vehicle power train of claim 1.

6. The vehicle power train of claim 1, wherein the control system is
further configured to have a third fuel mode, where neither of the first
type of fuel and the second type of fuel is provided to the internal
combustion engine, and the drive train is driven by the first and second
electric motors only.

7. A vehicle, comprising:(i) a vehicle power train having:(a) a drive
train configured to drive two front wheels and two rear wheels of a
vehicle;(b) a first electric motor engaged with said drive train for
compensation for torque interruption;(c) a second electric motor engaged
with said drive train through a rear differential for driving the two
rear wheels;(d) an electric energy source electrically coupled to said
first and second electric motors;(e) an internal combustion engine
adapted to provide driving force;(f) a first fuel tank storing a first
type of fuel and in fluid communication with the internal combustion
engine to provide the first type of fuel to the internal combustion
engine during operation;(g) a second fuel tank storing a second type of
fuel and in fluid communication with the internal combustion engine to
provide the second type of fuel to the internal combustion engine during
operation; and(h) a control system configured to permit, in operation,
when the first type of fuel is provided to the internal combustion engine
through a first type of injector in a first fuel mode, no second type of
fuel is provided to the internal combustion engine, and when the second
type of fuel is provided to the internal combustion engine through a
second type of injector in a second fuel mode, no first type of fuel is
provided to the internal combustion engine, wherein the control system is
further configured to put the first and second electric motors in action
when the internal combustion engine is shifting between the first fuel
mode and the second fuel mode,(ii) two front wheels and two rear wheels
coupled to the drive train, respectively; and(iii) a vehicle frame
positioned above the drive drain.

8. The vehicle of claim 7, wherein the first type of fuel and the second
type of fuel are different.

9. The vehicle of claim 8, wherein the first type of fuel is compressed
natural gas.

10. The vehicle power train of claim 9, wherein the second type of fuel is
gasoline.

11. The vehicle power train of claim 7, wherein the control system is
further configured to have a third fuel mode, where neither of the first
type of fuel and the second type of fuel is provided to the internal
combustion engine, and the drive train is driven by the first and second
electric motors only.

12. A method to control delivery of driving force generated from multiple
energy sources to a drive train of a vehicle in motion, comprising:(a)
checking whether the vehicle is in one of a first fuel mode, a second
fuel mode, and a third fuel mode, wherein when the vehicle is in the
first fuel mode, a first type of fuel is provided to an internal
combustion engine, when the vehicle is in the second fuel mode, a second
type of fuel is provided to the internal combustion engine, and when the
vehicle is in the third fuel mode, no fuel is provided to the internal
combustion engine but the drive train is powered by electricity;(b)
displaying the status of the current driving mode on a display;(c)
receiving a commanding signal for a change of the driving mode;(d) when
the change requires a shifting between the first fuel mode and the second
fuel mode, activating a first and a second electric motors to be able to
drive the drive train;(e) providing a first type of fuel to the internal
combustion engine through a first type of injector when the vehicle is in
the first fuel mode, during which mode no second type of fuel is provided
to the internal combustion engine;(f) providing a second type of fuel to
the internal combustion engine through a second type of injector when the
vehicle is in the second fuel mode, during which mode no first type of
fuel is provided to the internal combustion engine; and(g) idling the
internal combustion engine when the vehicle is in the third fuel mode.

13. The method of claim 12, wherein the first type of fuel and the second
type of fuel are different.

14. The method of claim 13, wherein the first type of fuel is stored in a
first fuel tank that is in fluid communication with the internal
combustion engine to provide the first type of fuel to the internal
combustion engine during operation.

15. The method of claim 14, wherein the first type of fuel is compressed
natural gas.

16. The method of claim 13, wherein the second type of fuel is stored in a
second fuel tank that is in fluid communication with the internal
combustion engine to provide the second type of fuel to the internal
combustion engine during operation.

17. The method of claim 16, wherein the second type of fuel is gasoline.

18. The method of claim 12, wherein the electricity is provided by a
battery.

19. A vehicle that has a drive train driven by force generated from
multiple energy sources, comprising a controller programmed to administer
the steps of:(a) checking whether the vehicle is in one of a first fuel
mode, a second fuel mode, and a third fuel mode, wherein when the vehicle
is in the first fuel mode, a first type of fuel is provided to an
internal combustion engine, when the vehicle is in the second fuel mode,
a second type of fuel is provided to the internal combustion engine, and
when the vehicle is in the third fuel mode, no fuel is provided to the
internal combustion engine but the drive train is powered by
electricity;(b) displaying the status of the current driving mode on a
display;(c) receiving a commanding signal for a change of the driving
mode;(d) when the change requires a shifting between the first fuel mode
and the second fuel mode, activating a first and a second electric motors
to be able to drive the drive train;(e) providing a first type of fuel to
the internal combustion engine through a first type of injector when the
vehicle is in the first fuel mode, during which mode no second type of
fuel is provided to the internal combustion engine;(f) providing a second
type of fuel to the internal combustion engine through a second type of
injector when the vehicle is in the second fuel mode, during which mode
no first type of fuel is provided to the internal combustion engine;
and(g) idling the internal combustion engine when the vehicle is in the
third fuel mode.

20. The vehicle of claim 19, wherein the first type of fuel and the second
type of fuel are different.

21. The vehicle of claim 20, wherein the first type of fuel is stored in a
first fuel tank that is in fluid communication with the internal
combustion engine to provide the first type of fuel to the internal
combustion engine during operation.

22. The vehicle of claim 21, wherein the first type of fuel is compressed
natural gas.

23. The vehicle of claim 22, wherein the second type of fuel is stored in
a second fuel tank that is in fluid communication with the internal
combustion engine to provide the second type of fuel to the internal
combustion engine during operation.

24. The vehicle of claim 23, wherein the second type of fuel is gasoline.

25. The vehicle of claim 19, wherein the electricity is provided by a
battery.

Description:

CROSS-REFERENCE TO RELATED PATENT APPLICATION

[0001]This application claims the benefit, pursuant to 35 U.S.C.
§119(e), of U.S. provisional patent application Ser. No. 61/229,737,
filed Jul. 30, 2009, entitled "MULTI-FUEL AND ELECTRIC-DRIVE HYBRID POWER
TRAIN AND VEHICLE USING THE SAME," by Yung Yeung et al., which is
incorporated herein by reference in its entirety.

[0002]Some references, if any, which may include patents, patent
applications and various publications, are cited in a reference list and
discussed in the description of this invention. The citation and/or
discussion of such references is provided merely to clarify the
description of the present invention and is not an admission that any
such reference is "prior art" to the invention described herein. All
references, if any, listed, cited and/or discussed in this specification
are incorporated herein by reference in their entireties and to the same
extent as if each reference was individually incorporated by reference.

FIELD OF THE INVENTION

[0003]The present invention relates generally to a hybrid vehicle, and
more particularly to a method and system to control delivery of driving
force generated from multiple energy sources to a drive train of a
vehicle in motion.

BACKGROUND

[0004]Hybrid vehicle now becomes a trend in the society at large in
general and in the automobile industry in particular, which normally uses
a combination of gasoline and electricity as energy source to provide
driving force. Some uses the combination of gasoline and other types of
liquid fuels; however, when and how to choose which fuel to use in
operation remains a challenge. Furthermore, possible sudden changes in
speed and loss of power during the shifting from one liquid fuel to
another is a serious concern for both safety and driving pleasure.

[0005]Therefore, a heretofore unaddressed need exists in the art to
address the aforementioned deficiencies and inadequacies.

SUMMARY OF THE INVENTION

[0006]In one aspect, the present invention provides a vehicle power train.
In one embodiment, the vehicle power train includes a drive train
configured to drive two front wheels and two rear wheels of a vehicle, a
first electric motor engaged with said drive train for compensation for
torque interruption, a second electric motor engaged with said drive
train through a rear differential for driving the two rear wheels, an
electric energy source electrically coupled to said first and second
electric motors, an internal combustion engine adapted to provide driving
force, a first fuel tank storing a first type of fuel and in fluid
communication with the internal combustion engine to provide the first
type of fuel to the internal combustion engine during operation, a second
fuel tank storing a second type of fuel and in fluid communication with
the internal combustion engine to provide the second type of fuel to the
internal combustion engine during operation, and a control system
configured to permit, in operation, when the first type of fuel is
provided to the internal combustion engine through a first type of
injector in a first fuel mode, no second type of fuel is provided to the
internal combustion engine, and when the second type of fuel is provided
to the internal combustion engine through a second type of injector in a
second fuel mode, no first type of fuel is provided to the internal
combustion engine, wherein the control system is further configured to
put the first and second electric motors in action when the internal
combustion engine is shifting between the first fuel mode and the second
fuel mode.

[0007]In one embodiment, the first type of fuel and the second type of
fuel are different. In one embodiment, the first type of fuel is
compressed natural gas, and the second type of fuel is gasoline.

[0008]In one embodiment, the control system is further configured to have
a third fuel mode, where neither of the first type of fuel and the second
type of fuel is provided to the internal combustion engine, and the drive
train is driven by the first and second electric motors only.

[0009]In another aspect, the present invention provides a vehicle having
the vehicle power train as disclosed above.

[0010]In yet another aspect, the present invention relates to a vehicle.
In one embodiment, the vehicle includes a vehicle power train having a
drive train configured to drive two front wheels and two rear wheels of a
vehicle, a first electric motor engaged with said drive train for
compensation for torque interruption, a second electric motor engaged
with said drive train through a rear differential for driving the two
rear wheels, an electric energy source electrically coupled to said first
and second electric motors, an internal combustion engine adapted to
provide driving force, a first fuel tank storing a first type of fuel and
in fluid communication with the internal combustion engine to provide the
first type of fuel to the internal combustion engine during operation, a
second fuel tank storing a second type of fuel and in fluid communication
with the internal combustion engine to provide the second type of fuel to
the internal combustion engine during operation, and a control system
configured to permit, in operation, when the first type of fuel is
provided to the internal combustion engine through a first type of
injector in a first fuel mode, no second type of fuel is provided to the
internal combustion engine, and when the second type of fuel is provided
to the internal combustion engine through a second type of injector in a
second fuel mode, no first type of fuel is provided to the internal
combustion engine, wherein the control system is further configured to
put the first and second electric motors in action when the internal
combustion engine is shifting between the first fuel mode and the second
fuel mode.

[0011]In one embodiment, the control system is further configured to have
a third fuel mode, where neither of the first type of fuel and the second
type of fuel is provided to the internal combustion engine, and the drive
train is driven by the first and second electric motors only.

[0012]In a further aspect, the present invention relates to a method to
control delivery of driving force generated from multiple energy sources
to a drive train of a vehicle in motion. In one embodiment, the method
includes checking whether the vehicle is in one of a first fuel mode, a
second fuel mode, and a third fuel mode, wherein when the vehicle is in
the first fuel mode, a first type of fuel is provided to an internal
combustion engine, when the vehicle is in the second fuel mode, a second
type of fuel is provided to the internal combustion engine, and when the
vehicle is in the third fuel mode, no fuel is provided to the internal
combustion engine but the drive train is powered by electricity,
displaying the status of the current driving mode on a display, receiving
a commanding signal for a change of the driving mode, when the change
requires a shifting between the first fuel mode and the second fuel mode,
activating a first and a second electric motors to be able to drive the
drive train, providing a first type of fuel to the internal combustion
engine through a first type of injector when the vehicle is in the first
fuel mode, during which mode no second type of fuel is provided to the
internal combustion engine; providing a second type of fuel to the
internal combustion engine through a second type of injector when the
vehicle is in the second fuel mode, during which mode no first type of
fuel is provided to the internal combustion engine, and idling the
internal combustion engine when the vehicle is in the third fuel mode.

[0013]In yet a further aspect, the present invention relates to a vehicle
that has a drive train driven by force generated from multiple energy
sources. The vehicle includes a controller programmed to administer the
steps of checking whether the vehicle is in one of a first fuel mode, a
second fuel mode, and a third fuel mode, wherein when the vehicle is in
the first fuel mode, a first type of fuel is provided to an internal
combustion engine, when the vehicle is in the second fuel mode, a second
type of fuel is provided to the internal combustion engine, and when the
vehicle is in the third fuel mode, no fuel is provided to the internal
combustion engine but the drive train is powered by electricity,
displaying the status of the current driving mode on a display, receiving
a commanding signal for a change of the driving mode, when the change
requires a shifting between the first fuel mode and the second fuel mode,
activating a first and a second electric motors to be able to drive the
drive train, providing a first type of fuel to the internal combustion
engine through a first type of injector when the vehicle is in the first
fuel mode, during which mode no second type of fuel is provided to the
internal combustion engine, providing a second type of fuel to the
internal combustion engine through a second type of injector when the
vehicle is in the second fuel mode, during which mode no first type of
fuel is provided to the internal combustion engine, and idling the
internal combustion engine when the vehicle is in the third fuel mode.

[0014]These and other aspects of the present invention will become
apparent from the following description of the preferred embodiment taken
in conjunction with the following drawings and their captions, although
variations and modifications therein may be affected without departing
from the spirit and scope of the novel concepts of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015]The drawings described below are for illustration purposes only. The
drawings are not intended to limit the scope of the present teachings in
any way. The patent or application file may contain at least one drawing
executed in color. If so, copies of this patent or patent application
publication with color drawing(s) will be provided by the Office upon
request and payment of the necessary fee.

[0016]FIG. 1 shows an exemplary, three-in-one hybrid power system
architecture 100, which utilizes driving power with energy provided by
compressed natural gas ("CNG")--energy source number 1, gasoline--energy
source number 2, and electricity from battery--energy source number 3,
for various passenger cars, SUVs, and trucks is provided according to one
embodiment of the present invention.

[0017]FIG. 2 shows a process flow chart for controlling delivery of
driving force generated from multiple energy sources to a drive train of
a vehicle in motion according to one embodiment of the present invention.

DETAILED DESCRIPTION

[0018]The present invention is more particularly described in the
following examples that are intended as illustrative only since numerous
modifications and variations therein will be apparent to those skilled in
the art. Various embodiments of the invention are now described in
detail. Referring to the drawings, FIGS. 1-2, like numbers, if any,
indicate like components throughout the views. As used in the description
herein and throughout the claims that follow, the meaning of "a", "an",
and "the" includes plural reference unless the context clearly dictates
otherwise. Also, as used in the description herein and throughout the
claims that follow, the meaning of "in" includes "in" and "on" unless the
context clearly dictates otherwise. Moreover, titles or subtitles may be
used in the specification for the convenience of a reader, which shall
have no influence on the scope of the present invention. Additionally,
some terms used in this specification are more specifically defined
below.

DEFINITIONS

[0019]The terms used in this specification generally have their ordinary
meanings in the art, within the context of the invention, and in the
specific context where each term is used. Certain terms that are used to
describe the invention are discussed below, or elsewhere in the
specification, to provide additional guidance to the practitioner
regarding the description of the invention. For convenience, certain
terms may be highlighted, for example using italics and/or quotation
marks. The use of highlighting has no influence on the scope and meaning
of a term; the scope and meaning of a term is the same, in the same
context, whether or not it is highlighted. It will be appreciated that
same thing can be said in more than one way. Consequently, alternative
language and synonyms may be used for any one or more of the terms
discussed herein, nor is any special significance to be placed upon
whether or not a term is elaborated or discussed herein. Synonyms for
certain terms are provided. A recital of one or more synonyms does not
exclude the use of other synonyms. The use of examples anywhere in this
specification including examples of any terms discussed herein is
illustrative only, and in no way limits the scope and meaning of the
invention or of any exemplified term. Likewise, the invention is not
limited to various embodiments given in this specification.

[0020]Unless otherwise defined, all technical and scientific terms used
herein have the same meaning as commonly understood by one of ordinary
skill in the art to which this invention pertains. In the case of
conflict, the present document, including definitions will control.

[0021]As used herein, "around", "about" or "approximately" shall generally
mean within 20 percent, preferably within 10 percent, and more preferably
within 5 percent of a given value or range. Numerical quantities given
herein are approximate, meaning that the term "around", "about" or
"approximately" can be inferred if not expressly stated.

[0022]As used herein, the term "compression ratio (CR)" refers to the
compression ratio of an internal-combustion engine or external combustion
engine, which is a value that represents the ratio of the volume of its
combustion chamber; from its largest capacity to its smallest capacity.
It is a fundamental specification for many common combustion engines. In
a piston engine it is the ratio between the volume of the cylinder and
combustion chamber when the piston is at the bottom of its stroke, and
the volume of the combustion chamber when the piston is at the top of its
stroke.

[0023]As used herein, the term "VCR" refers to variable compression ratio
technology as known to people skilled in the art.

[0024]As used herein, "plurality" means two or more.

[0025]As used herein, the terms "comprising," "including," "carrying,"
"having," "containing," "involving," and the like are to be understood to
be open-ended, i.e., to mean including but not limited to.

OVERVIEW OF THE INVENTION

[0026]The present invention provides, among other things, a vehicle power
train. In one embodiment, the vehicle power train includes a drive train
configured to drive two front wheels and two rear wheels of a vehicle, a
first electric motor engaged with said drive train for compensation for
torque interruption, a second electric motor engaged with said drive
train through a rear differential for driving the two rear wheels, an
electric energy source electrically coupled to said first and second
electric motors, an internal combustion engine adapted to provide driving
force, a first fuel tank storing a first type of fuel and in fluid
communication with the internal combustion engine to provide the first
type of fuel to the internal combustion engine during operation, a second
fuel tank storing a second type of fuel and in fluid communication with
the internal combustion engine to provide the second type of fuel to the
internal combustion engine during operation, and a control system
configured to permit, in operation, when the first type of fuel is
provided to the internal combustion engine through a first type of
injector in a first fuel mode, no second type of fuel is provided to the
internal combustion engine, and when the second type of fuel is provided
to the internal combustion engine through a second type of injector in a
second fuel mode, no first type of fuel is provided to the internal
combustion engine, wherein the control system is further configured to
put the first and second electric motors in action when the internal
combustion engine is shifting between the first fuel mode and the second
fuel mode.

[0027]In one embodiment, the first type of fuel and the second type of
fuel are different. In one embodiment, the first type of fuel is
compressed natural gas, and the second type of fuel is gasoline.

[0028]In one embodiment, the control system is further configured to have
a third fuel mode, where neither of the first type of fuel and the second
type of fuel is provided to the internal combustion engine, and the drive
train is driven by the first and second electric motors only.

[0029]In another aspect, the present invention provides a vehicle having
the vehicle power train as disclosed above.

[0030]In yet another aspect, the present invention relates to a vehicle.
In one embodiment, the vehicle includes a vehicle power train having a
drive train configured to drive two front wheels and two rear wheels of a
vehicle, a first electric motor engaged with said drive train for
compensation for torque interruption, a second electric motor engaged
with said drive train through a rear differential for driving the two
rear wheels, an electric energy source electrically coupled to said first
and second electric motors, an internal combustion engine adapted to
provide driving force, a first fuel tank storing a first type of fuel and
in fluid communication with the internal combustion engine to provide the
first type of fuel to the internal combustion engine during operation, a
second fuel tank storing a second type of fuel and in fluid communication
with the internal combustion engine to provide the second type of fuel to
the internal combustion engine during operation, and a control system
configured to permit, in operation, when the first type of fuel is
provided to the internal combustion engine through a first type of
injector in a first fuel mode, no second type of fuel is provided to the
internal combustion engine, and when the second type of fuel is provided
to the internal combustion engine through a second type of injector in a
second fuel mode, no first type of fuel is provided to the internal
combustion engine, wherein the control system is further configured to
put the first and second electric motors in action when the internal
combustion engine is shifting between the first fuel mode and the second
fuel mode.

[0031]The vehicle also includes two front wheels and two rear wheels
coupled to the drive train, respectively, and a vehicle frame positioned
above the drive drain.

[0032]The first type of fuel and the second type of fuel are different. In
one embodiment, the first type of fuel is compressed natural gas, and the
second type of fuel is gasoline.

[0033]In one embodiment, the control system is further configured to have
a third fuel mode, where neither of the first type of fuel and the second
type of fuel is provided to the internal combustion engine, and the drive
train is driven by the first and second electric motors only.

[0034]In a further aspect, the present invention relates to a method to
control delivery of driving force generated from multiple energy sources
to a drive train of a vehicle in motion. In one embodiment, the method
includes checking whether the vehicle is in one of a first fuel mode, a
second fuel mode, and a third fuel mode, wherein when the vehicle is in
the first fuel mode, a first type of fuel is provided to an internal
combustion engine, when the vehicle is in the second fuel mode, a second
type of fuel is provided to the internal combustion engine, and when the
vehicle is in the third fuel mode, no fuel is provided to the internal
combustion engine but the drive train is powered by electricity,
displaying the status of the current driving mode on a display, receiving
a commanding signal for a change of the driving mode, when the change
requires a shifting between the first fuel mode and the second fuel mode,
activating a first and a second electric motors to be able to drive the
drive train, providing a first type of fuel to the internal combustion
engine through a first type of injector when the vehicle is in the first
fuel mode, during which mode no second type of fuel is provided to the
internal combustion engine; providing a second type of fuel to the
internal combustion engine through a second type of injector when the
vehicle is in the second fuel mode, during which mode no first type of
fuel is provided to the internal combustion engine, and idling the
internal combustion engine when the vehicle is in the third fuel mode.

[0035]The first type of fuel and the second type of fuel are different.

[0036]In one embodiment, the first type of fuel is stored in a first fuel
tank that is in fluid communication with the internal combustion engine
to provide the first type of fuel to the internal combustion engine
during operation. The first type of fuel is compressed natural gas.

[0037]In one embodiment, the second type of fuel is stored in a second
fuel tank that is in fluid communication with the internal combustion
engine to provide the second type of fuel to the internal combustion
engine during operation. The second type of fuel is gasoline.

[0038]In one embodiment, the electricity is provided by a battery.

[0039]In yet a further aspect, the present invention relates to a vehicle
that has a drive train driven by force generated from multiple energy
sources. The vehicle includes a controller programmed to administer the
steps of checking whether the vehicle is in one of a first fuel mode, a
second fuel mode, and a third fuel mode, wherein when the vehicle is in
the first fuel mode, a first type of fuel is provided to an internal
combustion engine, when the vehicle is in the second fuel mode, a second
type of fuel is provided to the internal combustion engine, and when the
vehicle is in the third fuel mode, no fuel is provided to the internal
combustion engine but the drive train is powered by electricity,
displaying the status of the current driving mode on a display, receiving
a commanding signal for a change of the driving mode, when the change
requires a shifting between the first fuel mode and the second fuel mode,
activating a first and a second electric motors to be able to drive the
drive train, providing a first type of fuel to the internal combustion
engine through a first type of injector when the vehicle is in the first
fuel mode, during which mode no second type of fuel is provided to the
internal combustion engine, providing a second type of fuel to the
internal combustion engine through a second type of injector when the
vehicle is in the second fuel mode, during which mode no first type of
fuel is provided to the internal combustion engine, and idling the
internal combustion engine when the vehicle is in the third fuel mode.

[0040]The first type of fuel and the second type of fuel are different.

[0041]In one embodiment, the first type of fuel is stored in a first fuel
tank that is in fluid communication with the internal combustion engine
to provide the first type of fuel to the internal combustion engine
during operation. The first type of fuel is compressed natural gas.

[0042]In one embodiment, the second type of fuel is stored in a second
fuel tank that is in fluid communication with the internal combustion
engine to provide the second type of fuel to the internal combustion
engine during operation. The second type of fuel is gasoline.

[0043]Additional details are set forth below.

EXAMPLES

[0044]Without intent to limit the scope of the invention, exemplary
methods and their related results according to the embodiments of the
present invention are given below. Note again that titles or subtitles
may be used in the examples for convenience of a reader, which in no way
should limit the scope of the invention. Moreover, certain theories are
proposed and disclosed herein; however, in no way they, whether they are
right or wrong, should limit the scope of the invention.

Example 1

[0045]A Three-in-One Power System Architecture. In one embodiment of the
present invention, as shown in FIG. 1, an exemplary, three-in-one hybrid
power system architecture 100, which utilizes driving power with energy
provided by compressed natural gas ("CNG")--energy source number 1,
gasoline--energy source number 2, and electricity from battery--energy
source number 3, for various passenger cars, SUVs, and trucks is
provided.

[0046]In one embodiment, system 100 is an all-wheel drive hybrid system
that is a four-wheel drive combined hybrid power train that incorporates
a wide range of unique hybrid functionality while using an efficient
layout.

[0047]The new three-in-one hybrid power system 100 takes full advantage
from a uniquely designed 7H-AMT transmission 106, which is described in
more details infra. In one embodiment, all hybrid functions such as
engine starting, engine boosting, electric driving in several gears,
recuperation for battery charging, compensation of torque interruption
during gear shift as well as electric operation of the A/C compressor are
all realized by just one electric motor 105. Such integrated technology
has significant advantages concerning weight, cost and complexity
compared to other hybrid system being under development or being in the
market. Depending on the output power of the electric motor 105 and the
size and density of battery 104, different levels of hybridization are
realized without any other hardware changes. The utilization of a
standard dry clutch 107 and proper transmission architecture ensures best
powertrain efficiency when operating a vehicle with combustion engine
101. There are several driving modes available based on the system
layout. An integrated control system 120 that has a controller and is
connected to the clutch and brake actuators as well as other parts to
regulate these driving modes.

Example 2

[0048]IC Engine with Two Types of Injectors. In one embodiment of the
present invention, internal combustion ("IC") engine 101, which uses both
CNG and gasoline as fuels and hence can be called as a Bi-Fuel Engine, is
adapted for achieving higher power, higher efficiency and less CO2
emission by applying various technologies, such as VCR, DVVT, VVL, and
twin-turbo charging. The primary fuel is CNG and backup is Gasoline,
therefore, there are two different kinds of injectors installed on the
engine. Thus, for a four-cylinders engine such as engine 101, there are
eight injectors in total: four of them are Solenoid injectors for
injecting CNG, and the other four of them are Piezo injectors for
injecting gasoline, into engine 101. Direct injection is used for both
CNG (side injection mode) and gasoline (central injection mode). One can
switch or choose which type of fuels depending on driving mode by
utilization of an inventive fuel delivery control system in connection
with the integrated control system 120 as set forth in more details
below. The IC engine is connected to a 7-speed AMT and can be decoupled
from the rest of the powertrain with the help of a friction clutch while
electrical drive is taking place by electrical motor EM1.

Example 3

[0049]CNG Tank. In one embodiment of the present invention, a CNG tank is
made of aluminum and reinforced with carbon fiber to save weight. The
volume of the CNG tank is calculated for maximizing CNG storage based on
optimized space and body position on the vehicles which will be held high
pressure (around 200 bar). Valve unit for optimum safety and package will
be equipped in the tank. A regulator gradually reduces the pressure in
the gas that is led to the tank. The gas is then led to a fuel
distributor. The fuel is distributed to the four "solenoid" injectors.

Example 4

[0050]Gasoline Tank. In one embodiment of the present invention, The
gasoline tank, which is designed for 5 gallons in capacity for emergency
use, is connected to the fuel injection system and, eventually, the IC
engine, by a series of fuel lines and hoses. The intended tank material
is High-density polyethylene (HDPE) or aluminum to reduce weight and meet
safety requirements.

Example 5

[0051]Battery. In one embodiment of the present invention, a high
energy-density battery 104 is utilized, which is an Li-Ion based battery
with energy content raging from 6 KWh to 16 KWh depending on vehicle
applications. A plug-in charging system (not shown) can be installed for
customer or driver to charge the battery 104 at home or work. The
specific power is 830 W/kg, and the specific energy is 97 Wh/kg. In
addition, a battery management system in communication with the
controller 120 or installed as a part of the controller 120 is utilized
for providing management of charging and discharging, monitoring
temperature levels and diagnostics, thereby preventing battery 104 from
damage or degradation.

Example 6

[0052]Electric Motor One (EM1). In one embodiment of the present
invention, two electric motors are utilized. A first electric motor 105,
or EM1, is in communication with and engaged to 7H-AMT transmission, will
perform engine start, engine boosting, electric driving in several gears,
recuperation for battery charging, as well as compensation of torque
interruption during gear shift.

Example 7

[0053]7H-AMT Transmission. In one embodiment of the present invention,
7H-AMT transmission 106 is designed and adapted for hybrid vehicle
applications. The 7H-AMT 106 is a 3-shaft transmission for transversal
configuration with 7 speeds and synchronized one reverse gear. The 7H-AMT
106 is configured to be able to transmit from 165 to 400 Nm engine torque
plus 400 Nm E-Motor torque. The 7H-AMT 106 has high efficiency based on
conventional manual transmission ("MT") technology, and corresponding
friction is minimized by using advanced dimensioning and new bearing
design.

Example 8

[0054]Dual mass flywheel and conventional dry clutch. In one embodiment of
the present invention, a dry clutch 107 is engaged and in communication
with 7H-AMT transmission 106. Dry clutch 107 is adapted for being able to
transmit unlimited input torque from engine 101 to transmission 106, and
provides superior mechanical efficiency.

Example 9

[0055]Differential Gear. In one embodiment of the present invention,
differential gear 108, which may also be a gear combination, is used to
transmit power from transmission 106 to front wheels 118 through output
shaft such as half shafts and/or immediate shaft 118a, 118b. The
differential gear ratio is selected based on vehicle applications. In one
embodiment of the present invention, differential gear 108 is a helical
gear and mounted on output shaft 118a, 118b.

Example 10

[0056]Electric Motor Two (EM2). In one embodiment of the present
invention, the all-wheel drive function is realized by driving the rear
axle by a second electric motor (EM2) 109 and a rear differential unit
110. The power supply to the second electrical motor 109 is provided from
the hybrid transmission 106 and the battery 104. The second electric
motor 109 is configured to meet electric all wheel drive ("AWD") speed
and battery power requirements so that shift quality under full load can
be maintained at the same level as of all wheel drive ("FWD").

Example 11

[0057]Electrical Rear Differential. In one embodiment of the present
invention, rear differential 110 is utilized to distribute power
transmitted from the second electric motor 109 to both sides of rear axle
119a, 199b while the wheels are driven and turned at designed speed. The
designed speed is realized by selecting gear ratio with respect to rear
differential 110. The rear differential 110 is placed halfway between the
driving wheels, and mainly composed of drive hypoid pinion, hypoid ring
gear, differential case, carrier, and side gears, respectively.

Example 12

[0058]Controller. In one embodiment of the present invention, referring to
FIG. 2, controller 120 is programmed to administer a method 200 to
control delivery of driving force generated from multiple energy sources
to a drive train of a vehicle in motion.

[0059]At step 201, controller 120 checks whether the vehicle is in one of
a first fuel mode, a second fuel mode, and a third fuel mode, wherein
when the vehicle is in the first fuel mode, a first type of fuel is
provided to an internal combustion engine, when the vehicle is in the
second fuel mode, a second type of fuel is provided to the internal
combustion engine, and when the vehicle is in the third fuel mode, no
fuel is provided to the internal combustion engine but the drive train is
powered by electricity.

[0060]At step 203, controller 120 displays the status of the current
driving mode on a display (not shown), which may be reviewed by an
operator such as the driver of the vehicle.

[0061]At step 205, a commanding signal is issued by, for example, the
driver, and received by controller 120 for a change of the driving mode.

[0062]At step 207, if the change requires a shifting between the first
fuel mode and the second fuel mode, controller 120 activates a first and
a second electric motors to be able to drive the drive train during the
shifting, which ensures a smooth shifting between the modes and avoids
dangerous sudden power losing.

[0063]At step 209, when the vehicle is in the first fuel mode, a first
type of fuel is provided to the internal combustion engine through a
first type of injector, during which mode no second type of fuel is
provided to the internal combustion engine.

[0064]At step 211, when the vehicle is in the second fuel mode, a second
type of fuel to the internal combustion engine through a second type of
injector, during which mode no first type of fuel is provided to the
internal combustion engine.

[0065]And at step 213, when the vehicle is in the third fuel mode, the
electricity mode, the internal combustion engine is idled: neither of the
first type of fuel and the second type of fuel is provided to the engine.

[0066]The foregoing description of the exemplary embodiments of the
invention has been presented only for the purposes of illustration and
description and is not intended to be exhaustive or to limit the
invention to the precise forms disclosed. Many modifications and
variations are possible in light of the above teaching.

[0067]The embodiments were chosen and described in order to explain the
principles of the invention and their practical application so as to
enable others skilled in the art to utilize the invention and various
embodiments and with various modifications as are suited to the
particular use contemplated. Alternative embodiments will become apparent
to those skilled in the art to which the present invention pertains
without departing from its spirit and scope. Accordingly, the scope of
the present invention is defined by the appended claims rather than the
foregoing description and the exemplary embodiments described therein.